EP1050456A1 - Structure d'attache d'un train d'atterrissage à un fuselage d'aéronef - Google Patents
Structure d'attache d'un train d'atterrissage à un fuselage d'aéronef Download PDFInfo
- Publication number
- EP1050456A1 EP1050456A1 EP00401200A EP00401200A EP1050456A1 EP 1050456 A1 EP1050456 A1 EP 1050456A1 EP 00401200 A EP00401200 A EP 00401200A EP 00401200 A EP00401200 A EP 00401200A EP 1050456 A1 EP1050456 A1 EP 1050456A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- bar
- aircraft
- fuselage
- barrel
- fitting
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/02—Undercarriages
- B64C25/04—Arrangement or disposition on aircraft
Definitions
- the invention relates to a fastening structure.
- a landing gear placed under the fuselage of a aircraft, through which the efforts supported by train, when it is out and in contact with the ground, are transferred to the fuselage.
- the invention applies to any type of aircraft. However, it relates more particularly to large aircraft, in which at least two undercarriages are located under the fuselage, on either side of at least one ventral beam forming an integral part of it.
- the landing gear that equips aircraft mainly have the function of distributing the loads of the airplane when it is on the ground, i.e. during the taxiing, takeoff and landing.
- the attachment structure of the fuselage landing gear must be able to fully support the load on the train when the plane is not flying. Indeed, it is through of the landing gear attachment structure on the structure of the aircraft that the efforts borne by the train are transmitted to the fuselage.
- the main efforts that apply to the aircraft landing gear are efforts oriented along the axes OX, OY and OZ as well that a torque when the plane turns.
- the ends of a was 1 linked to the landing gear are received in two fixed bearings 2 and 3, carried by the fuselage.
- the outer bearing 2 is linked directly to the fuselage and the inner bearing 3 is mounted in a ventral beam which is part integral of the fuselage.
- means 4 are provided, in this case, for axially immobilize the barrel 1 in the bearing exterior 2 mounted directly in the fuselage of the plane.
- the longitudinal and vertical forces exercised along the axes OX and OZ transit symmetrically by the two stages 2 and 3, while the lateral forces exerted along the OY axis pass through only by the outer bearing 2.
- FIG. 1 leads to the production of an asymmetrical barrel. This imposes to use two different dies to make the landing gear drums placed under the fuselage. Given the very expensive nature of this piece, this is a notable disadvantage from the point of view economic.
- FIG. 1a also for disadvantage that the assembly is delicate with realize if the two stages 2 and 3 are not perfectly aligned, due to the fixed nature of these bearings.
- FIG. 2 of the accompanying drawings there are represented very schematically a second type known attachment structure of a landing gear.
- the barrel 1 is supported at each of its ends by two ball joints 5 and 6.
- these ball joints 5 and 6 are mounted respectively in the fuselage structure and in a beam ventral part of the fuselage.
- the connection between barrel 1 and each of ball joints 5 and 6 is completely symmetrical, by through two locking pieces 7 and 8.
- These blocking parts 7 and 8 are capable of transmitting the lateral forces along the OY axis respectively at the ball 5 or ball 6, depending on whether these efforts are exercised outwards (to the left in the figure 2) or towards the interior of the aircraft.
- this mounting has the advantages of being symmetrical and easy to to assemble.
- the subject of the invention is precisely a attachment structure of a placed landing gear under the fuselage of an aircraft, allowing transmit to a belly beam linked to the fuselage all the lateral forces supported by the train, so there is no need to strengthen the structure of the fuselage in the landing area of the train, and without increasing the mass of the aircraft or its cost.
- this result is obtained by means of a train attachment structure landing to an aircraft fuselage, said structure comprising a shaft linked to the landing gear and whose ends, facing inward and towards the outside of the aircraft, are supported respectively by a belly beam and by a lateral fitting linked to the fuselage, structure characterized in that it further comprises a bar of force recovery, which connects the lateral fitting to the ventral beam coaxially to the barrel, so that transmit forces exerted on the belly beam by the barrel on the lateral fitting along the axis of the barrel and outward from the aircraft.
- each end of the barrel is supported respectively by the belly beam and by the side fitting, via a patella.
- the barrel is hollow and the recovery bar of effort is housed inside of it.
- the effort recovery bar is supported on the side fitting and on the beam ventral, so as to work in traction.
- a first end of the bar is preferably supported on a surface, facing outward of the aircraft, hardware side and a second end of the bar is in support on a surface facing inward of the aircraft, from the belly beam.
- Said surfaces, on which are in supports the first and second ends of the bar, are advantageously formed on caps crossed by the bar and covering the ball joints mounted respectively in the side fitting and in the ventral beam.
- one of the two ends of the bar is removable.
- FIG 3 there is shown very schematic the central part of an airplane, cut in right of the main landing gear.
- the plane includes a fuselage 10 and a floor 12, delimiting internally a pressurized cabin 14.
- the fuselage 10 is truncated down below the floor 12, so that two trains can be accommodated landing 16 in two train compartments 18.
- Each train boxes 18 is bounded outwards of the aircraft, by a lateral fitting 20 fixed to the fuselage 10 and, towards the interior of the aircraft, by one or two ventral beams 22.
- the beam (s) ventral 22 are dimensioned so as to be able fully take over all structural efforts which apply to the fuselage 10 during flight (bending, twist, etc.). This sizing also allows or at the ventral beams 22 to resume half of the forces applied along the OX and OZ axes, at through landing gear 16 when the plane is on the ground.
- the one or more ventral beams 22 also include all of the lateral forces applied by the trains along the axis OY, when the plane is on the ground.
- the side fittings 20 need not be strengthened. In accordance with the invention, they serve only to transmit to the fuselage half of the forces applied along the axes OX and OZ by the corresponding landing gear 16.
- the structure attachment includes a barrel 24 forming the upper part of the landing gear 23 when the landing gear 16 is out.
- barrel 24 has two parts cylindrical aligned along the same axis 25, parallel to the transverse axis OY of the reference OXYZ linked to the airplane.
- Each of the two parts of the barrel 24 is mounted on a hollow pivot 26.
- This pivot 26 extends towards outside, relative to the train leg, so to penetrate into a hollow sphere 28 of a ball joint. More precisely, the hollow sphere 28 of the ball joint is fixed on the corresponding pivot 26 and the adjacent part of the shaft 24 turns freely on pivot 26.
- Each of the hollow ball spheres 28 is swivel mounted in a ball joint body 30 provided with a flange 30a at one of its ends.
- Each of the sets consisting of a hollow sphere 28 and a ball joint body 30 forms a ball joint.
- the other ball joint body 30 (on the right in figure 4) is received in a bore practiced in the ventral beam 22 and the flange 30a formed on this ball joint body 30 is supported on the face 22a of the ventral beam 22, facing inside the train compartment 18.
- the arrangement which has just been described allows on the one hand to the side fitting 20 and on the other hand to the ventral beam 22 to take up half of the longitudinal and vertical forces exerted according to the OX and OZ axes by the landing gear 16, when the plane is on the ground.
- this arrangement is supplemented by a special structure, allowing fully transmit to the belly beam 22 all the lateral forces exerted by the train 16 along the OY axis, without causing any oversizing and without creating an asymmetry in the barrel 24.
- the bole 24 can be made symmetrically by relation to a median plane parallel to the axes OX and OY, as shown in Figure 4. This reduces the cost of manufacturing by making it possible to manufacture all the barrels 24 trains placed under the fuselage using a single matrix.
- This particular arrangement is characterized by the presence, in the attachment structure, of a bar 32 force recovery, which connects the side fitting 20 to the ventral beam 22, coaxially to the bole 24, of way to fully transmit to the belly beam 22 lateral forces possibly exerted by the bole 24 on the lateral fitting 20 towards the outside of the aircraft, along the OY axis.
- the recovery bar 32 of effort is a drawbar, cross section circular, which is slidably housed in the hollow pivots 26 and thus crosses the barrel coaxially 24 and the ball joints formed by the hollow spheres 28 and the ball joint bodies 30.
- the effort recovery bar 32 includes a head 32a, normally held in abutment against the outer surface of a cap 20b, itself in support against the outer surface of the side fitting 20.
- This cap 20b is crossed by the recovery bar 32 of effort and covers the ball formed by the sphere hollow 28 and the ball joint body 30 mounted in the side fitting 20.
- the force recovery bar 32 has a thread on which is normally screwed in a nut 32b.
- This nut 32b is in abutment against a surface, facing the interior of the aircraft, formed on a cap 22b.
- This cap 22b is itself pressed against a surface an intermediate fitting 21 secured to the beam ventral 22 facing the interior of the aircraft. he covers the ball joint formed by the hollow sphere 28 and the ball body 30 mounted in the intermediate fitting 21.
- the barrel 24 forms two pivots mounted with a slight axial clearance between facing faces, turned towards the inside of the train compartment 18, flanges 30a of the ball joint bodies 30 mounted respectively in the side fitting 20 and in the intermediate fitting 21.
- the side fitting 20 does not supports no lateral force along the OY axis. She did so no need to be reinforced, so that the mass of the attachment structure is not increased.
- lubrication holes 34 are advantageously machined in bar 32, in each of its parts terminal, to allow to bring fat from lubrication in the pivots, where this is necessary.
- the assembly of the structure is facilitated by the presence of interposed ball joints respectively between the outer end of the barrel 24 and the side fitting 20 and between the end inside of the barrel 24 and the intermediate fitting 21.
- interposed ball joints respectively between the outer end of the barrel 24 and the side fitting 20 and between the end inside of the barrel 24 and the intermediate fitting 21.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Pivots And Pivotal Connections (AREA)
- Gear Transmission (AREA)
- Tires In General (AREA)
- Mounting Of Bearings Or Others (AREA)
- Mutual Connection Of Rods And Tubes (AREA)
Abstract
Description
- la figure 1, déjà décrite, représente très schématiquement un premier type de structure d'attache selon l'art antérieur ;
- la figure 2, déjà décrite, représente très schématiquement un deuxième type de structure d'attache selon l'art antérieur ;
- la figure 3 est une vue en coupe transversale d'un avion équipé de deux trains sous fuselage liés à la structure de l'avion par des structures d'attache conformes à l'invention ; et
- la figure 4 est une vue en coupe représentant à plus grande échelle la structure d'attache de l'un des trains d'atterrissage illustrés sur la figure 3.
Claims (8)
- Structure d'attache d'un train d'atterrissage (16) à un fuselage (10) d'aéronef, ladite structure comprenant un fût (24) lié au train d'atterrissage et dont des extrémités, tournées vers l'intérieur et vers l'extérieur de l'aéronef, sont supportées respectivement par une poutre ventrale (22) et par une ferrure latérale (20) liées au fuselage (10), structure caractérisée en ce qu'elle comprend de plus une barre (32) de reprise d'efforts, qui relie la ferrure latérale (20) à la poutre ventrale (22) coaxialement au fût (24), de façon à transmettre, à la poutre ventrale (22), des efforts exercés par le fût (24) sur la ferrure latérale (20) selon l'axe (25) du fût et vers l'extérieur de l'aéronef.
- Structure selon la revendication 1, dans laquelle chacune des extrémités du fût (24) est supportée respectivement par la poutre ventrale (22) et par la ferrure latérale (20), par l'intermédiaire d'une rotule (28,30).
- Structure selon l'une quelconque des revendications 1 et 2, dans laquelle le fût (24) est creux et la barre (32) de reprise d'efforts est logée à l'intérieur dudit fût.
- Structure selon l'une quelconque des revendications précédentes, dans laquelle la barre (32) de reprise d'efforts est en appui sur la ferrure latérale (20) et sur la poutre ventrale (22) de façon à travailler en traction.
- Structure selon la revendication 4, dans laquelle une première extrémité (32a) de la barre (30) est en appui sur une surface, tournée vers l'extérieur de l'aéronef, de la ferrure latérale (20) et une deuxième extrémité (32b) de la barre est en appui sur une surface, tournée vers l'intérieur de l'aéronef, de la poutre ventrale (22).
- Structure selon les revendications 2, 3 et 5 combinées, dans laquelle lesdites surfaces, sur lesquelles sont en appui les première et deuxième extrémités (32a,32b) de la barre (32), sont formées sur des capuchons (20b,22b) traversés par ladite barre et recouvrant les rotules (28,30) montées respectivement dans la ferrure latérale (20) et dans la poutre ventrale (22).
- Structure selon l'une quelconque des revendications 5 et 6, dans laquelle l'une des première et deuxième extrémités (32a,32b) de la barre (32) est démontable.
- Structure selon l'une quelconque des revendications précédentes, dans laquelle des trous (34) de lubrification des rotules (28,30) sont pratiqués dans des parties terminales de la barre (32).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9905702 | 1999-05-05 | ||
FR9905702A FR2793210B1 (fr) | 1999-05-05 | 1999-05-05 | Structure d'attache d'un train d'atterrissage a un fuselage d'aeronef |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1050456A1 true EP1050456A1 (fr) | 2000-11-08 |
EP1050456B1 EP1050456B1 (fr) | 2003-10-15 |
Family
ID=9545233
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00401200A Expired - Lifetime EP1050456B1 (fr) | 1999-05-05 | 2000-05-02 | Structure d'attache d'un train d'atterrissage à un fuselage d'aéronef |
Country Status (6)
Country | Link |
---|---|
US (1) | US6273364B1 (fr) |
EP (1) | EP1050456B1 (fr) |
CA (1) | CA2308717C (fr) |
DE (1) | DE60005884T2 (fr) |
ES (1) | ES2208236T3 (fr) |
FR (1) | FR2793210B1 (fr) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1321360B1 (fr) * | 2001-12-18 | 2006-04-12 | Airbus France | Procédé et dispositif de montage d'un train d'atterrisage sur une structure d'aéronef et aéronef comportant un tel train |
US20150354614A1 (en) * | 2013-01-18 | 2015-12-10 | Messier-Dowty Limited | Pin joint assembly |
Families Citing this family (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2840585B1 (fr) | 2002-06-10 | 2005-02-04 | Airbus France | Dispositif de montage d'un train d'atterrissage sur une structure d'aeronef |
US6942182B2 (en) | 2003-05-13 | 2005-09-13 | Supersonic Aerospace International, Llc | Forward inboard retracting main landing gear |
US7216830B2 (en) * | 2003-09-05 | 2007-05-15 | Supersonic Aerospace International, Llc | Wing gull integration nacelle clearance, compact landing gear stowage, and sonic boom reduction |
US6921045B2 (en) | 2003-10-30 | 2005-07-26 | Supersonic Aerospace International, Llc | Supersonic aircraft with channel relief control |
US6824092B1 (en) | 2003-10-30 | 2004-11-30 | Supersonic Aerospace International, Llc | Aircraft tail configuration for sonic boom reduction |
FR2900125B1 (fr) * | 2006-04-20 | 2009-01-16 | Airbus France Sas | Plancher d'aeronef, utilisation d'un tel plancher et troncon d'aeronef muni d'un tel plancher |
FR2906785B1 (fr) * | 2006-10-10 | 2009-12-04 | Airbus France | Fuselage d'aeronef realise a partir de panneaux longitudinaux et procede de realisation d'un tel fuselage |
FR2913400B1 (fr) * | 2007-03-07 | 2009-11-20 | Airbus France | Plancher d'aeronef et fuselage muni d'un tel plancher. |
US7641146B2 (en) * | 2007-09-24 | 2010-01-05 | The Boeing Company | Aircraft nose landing gear enclosure |
US7798444B2 (en) * | 2007-09-24 | 2010-09-21 | The Boeing Company | Landing gear system and load distribution |
FR2944076B1 (fr) * | 2009-04-06 | 2012-09-21 | Messier Dowty Sa | Dispositif de transmission selective d'effort, et un atterrisseur faisant application |
GB201110483D0 (en) * | 2011-06-21 | 2011-08-03 | Airbus Operations Ltd | Pivot joint assembly |
US9308988B2 (en) * | 2013-01-16 | 2016-04-12 | Otto Aviation Group | Aircraft main landing gear and method of operating the same |
RU2624949C1 (ru) * | 2016-07-28 | 2017-07-11 | Публичное акционерное общество (ПАО) "Туполев" | Узел установки траверсы стойки шасси летательного аппарата |
CN112173083B (zh) * | 2020-09-25 | 2023-01-31 | 中国直升机设计研究所 | 一种尾起落架连接接头 |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5000400A (en) * | 1989-12-15 | 1991-03-19 | The Boeing Company | Four-post wing-stowed main landing gear for high speed aircraft |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2309550A (en) * | 1940-06-06 | 1943-01-26 | Tampier Rene | Retractable undercarriage for aircraft |
US2437574A (en) * | 1944-05-13 | 1948-03-09 | Budd Co | Aircraft |
US2752112A (en) * | 1953-03-31 | 1956-06-26 | North American Aviation Inc | Steerable and retractable aircraft landing gear |
US4155522A (en) * | 1977-07-14 | 1979-05-22 | The Boeing Company | Overload release apparatus for aircraft landing gear or the like |
US5100083A (en) * | 1990-02-13 | 1992-03-31 | The Boeing Company | Retractable landing gear with self-braced folding strut |
US6016995A (en) * | 1997-08-26 | 2000-01-25 | The Boeing Company | Aircraft nose landing gear |
-
1999
- 1999-05-05 FR FR9905702A patent/FR2793210B1/fr not_active Expired - Lifetime
-
2000
- 2000-04-25 US US09/557,968 patent/US6273364B1/en not_active Expired - Lifetime
- 2000-05-01 CA CA002308717A patent/CA2308717C/fr not_active Expired - Fee Related
- 2000-05-02 DE DE60005884T patent/DE60005884T2/de not_active Expired - Fee Related
- 2000-05-02 ES ES00401200T patent/ES2208236T3/es not_active Expired - Lifetime
- 2000-05-02 EP EP00401200A patent/EP1050456B1/fr not_active Expired - Lifetime
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5000400A (en) * | 1989-12-15 | 1991-03-19 | The Boeing Company | Four-post wing-stowed main landing gear for high speed aircraft |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1321360B1 (fr) * | 2001-12-18 | 2006-04-12 | Airbus France | Procédé et dispositif de montage d'un train d'atterrisage sur une structure d'aéronef et aéronef comportant un tel train |
US20150354614A1 (en) * | 2013-01-18 | 2015-12-10 | Messier-Dowty Limited | Pin joint assembly |
US9863455B2 (en) * | 2013-01-18 | 2018-01-09 | Safran Landing Systems Uk Ltd | Pin joint assembly |
Also Published As
Publication number | Publication date |
---|---|
CA2308717A1 (fr) | 2000-11-05 |
DE60005884D1 (de) | 2003-11-20 |
CA2308717C (fr) | 2009-02-17 |
US6273364B1 (en) | 2001-08-14 |
EP1050456B1 (fr) | 2003-10-15 |
ES2208236T3 (es) | 2004-06-16 |
FR2793210B1 (fr) | 2001-09-21 |
DE60005884T2 (de) | 2004-07-22 |
FR2793210A1 (fr) | 2000-11-10 |
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